Combustor liner panel shell interface for a gas turbine engine combustor

ABSTRACT

A combustor for a gas turbine engine including a combustor liner support shell with a furrow formed therein; a forward liner panel mounted to the support shell via a multiple of studs, the forward liner panel including a forward liner panel rail the extends into the furrow; and an aft liner panel mounted to the support shell via a multiple of studs downstream of the forward liner panel, the aft liner panel including an aft liner panel rail that extends into the furrow.

BACKGROUND

The present disclosure relates to a gas turbine engine and, moreparticularly, to a combustor section therefor.

Gas turbine engines, such as those that power modern commercial andmilitary aircraft, generally include a compressor section to pressurizean airflow, a combustor section to burn a hydrocarbon fuel in thepresence of the pressurized air, and a turbine section to extract energyfrom the resultant combustion gases. Relatively high temperatures areobserved in the combustor section such that cooling airflow is typicallyprovided to meet desired service life requirements.

The combustor section typically includes a combustion chamber formed byan inner and outer wall assembly. Each wall assembly may include asupport shell lined with heat shields often referred to as liner panels.In some combustor chamber designs, the combustor includes liner panelswith a hot side exposed to the gas path and an opposite, or cold side,that has features such as cast in threaded studs to mount the linerpanel and a full perimeter rail that contact the inner surface of thecombustor liner support shells. The wall assemblies are segmented toaccommodate growth of the panels in operation and for otherconsiderations. Combustor panels typically have a quadrilateralprojection (i.e. rectangular or trapezoid) when viewed from the hotsurface. The panels have a straight edge that forms the front orupstream edge of the panel and a second straight edge that forms theback or downstream edge of the combustor. The panels also have sideedges that are linear in profile.

The liner panels extend over an arc in a conical or cylindrical fashionin a plane and terminate in regions where the combustor geometrytransitions, diverges, or converges. This may contribute to durabilityand flow path concerns where forward and aft panels merge or forminterfaces. These areas can be prone to steps between panels, deadregions, cooling challenges and adverse local aerodynamics.

SUMMARY

A combustor liner support shell according to one disclosed non-limitingembodiment of the present disclosure can include a surface with a furrowformed therein.

A further embodiment of the present disclosure may include that thefurrow receives a first rail of a first liner panel and a second rail ofa second liner panel.

A further embodiment of the present disclosure may include that thefirst rail and the second rail are perimeter rails for the respectivefirst and second liner panel.

A further embodiment of the present disclosure may include that thefirst rail is an aft rail of the first liner panel and the second railis a forward rail of the second liner panel.

A further embodiment of the present disclosure may include that thefurrow includes a surface that is displaced from and parallel to thesurface of the liner shell, a first surface that joins the displacedsurface and the liner shell one side of the furrow and a second surfacethat joins the displaced surface and the liner shell on the opposingside of the furrow.

A further embodiment of the present disclosure may include that thefirst surface and the second surface are angled with respect to thecombustor liner shell surface and the displaced surface.

A further embodiment of the present disclosure may include that at leastone of the first surface and the second surface include a coolingimpingement passage.

A further embodiment of the present disclosure may include that thefirst surface and the second surface are curved with respect to thesurface and the displaced surface.

A further embodiment of the present disclosure may include that thefurrow receives a portion of a combustor panel that extends in thedirection of and toward the combustor liner support shell.

A further embodiment of the present disclosure may include that thefurrow forms a concave surface that faces a liner panel.

A combustor for a gas turbine engine according to one disclosednon-limiting embodiment of the present disclosure can include acombustor liner support shell with a furrow formed therein; and a linerpanel having a rail, the rail extends into the furrow.

A further embodiment of the present disclosure may include that the railis at least in partial contact with a surface formed by the furrow.

A further embodiment of the present disclosure may include that thefurrow forms a concave surface that faces a liner panel.

A further embodiment of the present disclosure may include that thefurrow includes at least one cooling impingement passage therethrough,the cooling impingement passage directed toward the rail.

A further embodiment of the present disclosure may include that a secondliner panel having a second rail, the second rail extends into thefurrow.

A further embodiment of the present disclosure may include that thesecond liner panel is an aft liner panel.

A combustor for a gas turbine engine according to one disclosednon-limiting embodiment of the present disclosure can include acombustor liner support shell with a furrow formed therein; a forwardliner panel mounted to the support shell via a multiple of studs, theforward liner panel including a forward liner panel rail the extendsinto the furrow; and an aft liner panel mounted to the support shell viaa multiple of studs downstream of the forward liner panel, the aft linerpanel including an aft liner panel rail that extends into the furrow.

A further embodiment of the present disclosure may include that thefurrow includes at least one cooling impingement passage therethrough,the cooling impingement passage directed toward the rail.

A further embodiment of the present disclosure may include that thefurrow includes a displaced surface parallel to a combustor linersupport shell surface that faces the first and second liner panels, afirst surface that extends between the displaced surface and thesurface, and a second surface that extends between the displaced surfaceand the surface.

A further embodiment of the present disclosure may include that thefirst surface and the second surface are angled with respect to thesurface and the displaced surface.

The foregoing features and elements may be combined in variouscombinations without exclusivity, unless expressly indicated otherwise.These features and elements as well as the operation thereof will becomemore apparent in light of the following description and the accompanyingdrawings. It should be understood, however, the following descriptionand drawings are intended to be exemplary in nature and non-limiting.

BRIEF DESCRIPTION OF THE DRAWINGS

Various features will become apparent to those skilled in the art fromthe following detailed description of the disclosed non-limitingembodiment. The drawings that accompany the detailed description can bebriefly described as follows:

FIG. 1 is a schematic cross-section of an example gas turbine enginearchitecture;

FIG. 2 is an expanded longitudinal schematic sectional view of acombustor section according to one non-limiting embodiment that may beused with the example gas turbine engine architectures;

FIG. 3 is an exploded partial sectional view of a portion of a combustorwall assembly;

FIG. 4 is a perspective cold side view of a portion of a liner panelarray;

FIG. 5 is a perspective partial sectional view of a combustor;

FIG. 6 is a sectional view of a portion of a combustor wall assembly;

FIG. 7 is a sectional view of a non-linear combustor wall assembly;

FIG. 8 is a sectional view of a non-linear combustor wall assembly;

FIG. 9 is a sectional view of a non-linear combustor wall assembly; and

FIG. 10 is a sectional view of a non-linear combustor wall assembly.

DETAILED DESCRIPTION

FIG. 1 schematically illustrates a gas turbine engine 20. The gasturbine engine 20 is disclosed herein as a two-spool turbo fan thatgenerally incorporates a fan section 22, a compressor section 24, acombustor section 26 and a turbine section 28. Alternative enginearchitectures 200 might include an augmentor section among other systemsor features. The fan section 22 drives air along a bypass flowpath andinto the compressor section 24. The compressor section 24 drives airalong a core flowpath for compression and communication into thecombustor section 26, which then expands and directs the air through theturbine section 28. Although depicted as a turbofan in the disclosednon-limiting embodiment, it should be appreciated that the conceptsdescribed herein are not limited to use with turbofans as the teachingsmay be applied to other types of turbine engines such as a turbojets,turboshafts, and three-spool (plus fan) turbofans wherein anintermediate spool includes an intermediate pressure compressor (“IPC”)between a Low Pressure Compressor (“LPC”) and a High Pressure Compressor(“HPC”), and an intermediate pressure turbine (“IPT”) between the highpressure turbine (“HPT”) and the Low pressure Turbine (“LPT”).

The engine 20 generally includes a low spool 30 and a high spool 32mounted for rotation about an engine central longitudinal axis Arelative to an engine static structure 36 via several bearing structures38. The low spool 30 generally includes an inner shaft 40 thatinterconnects a fan 42, a low pressure compressor (“LPC”) 44 and a lowpressure turbine (“LPT”) 46. The inner shaft 40 drives the fan 42directly or through a geared architecture 48 to drive the fan 42 at alower speed than the low spool 30. An exemplary reduction transmissionis an epicyclic transmission, namely a planetary or star gear system.

The high spool 32 includes an outer shaft 50 that interconnects a highpressure compressor (“HPC”) 52 and high pressure turbine (“HPT”) 54. Acombustor 56 is arranged between the HPC 52 and the HPT 54. The innershaft 40 and the outer shaft 50 are concentric and rotate about theengine central longitudinal axis A which is collinear with theirlongitudinal axes.

Core airflow is compressed by the LPC 44, then the HPC 52, mixed withthe fuel and burned in the combustor 56, then expanded over the HPT 54and the LPT 46. The LPT 46 and HPT 54 rotationally drive the respectivelow spool 30 and high spool 32 in response to the expansion. The mainengine shafts 40, 50 are supported at a plurality of points by bearingsystems 38 within the static structure 36.

In one non-limiting example, the gas turbine engine 20 is a high-bypassgeared aircraft engine. In a further example, the gas turbine engine 20bypass ratio is greater than about six (6:1). The geared architecture 48can include an epicyclic gear train, such as a planetary gear system orother gear system. The example epicyclic gear train has a gear reductionratio of greater than about 2.3, and in another example is greater thanabout 2.5:1. The geared turbofan enables operation of the low spool 30at higher speeds which can increase the operational efficiency of theLPC 44 and LPT 46 and render increased pressure in a fewer number ofstages.

A pressure ratio associated with the LPT 46 is pressure measured priorto the inlet of the LPT 46 as related to the pressure at the outlet ofthe LPT 46 prior to an exhaust nozzle of the gas turbine engine 20. Inone non-limiting embodiment, the bypass ratio of the gas turbine engine20 is greater than about ten (10:1), the fan diameter is significantlylarger than that of the LPC 44, and the LPT 46 has a pressure ratio thatis greater than about five (5:1). It should be appreciated, however,that the above parameters are only exemplary of one embodiment of ageared architecture engine and that the present disclosure is applicableto other gas turbine engines including direct drive turbofans.

In one embodiment, a significant amount of thrust is provided by thebypass flow path due to the high bypass ratio. The fan section 22 of thegas turbine engine 20 is designed for a particular flightcondition—typically cruise at about 0.8 Mach and about 35,000 feet(10668 m). This flight condition, with the gas turbine engine 20 at itsbest fuel consumption, is also known as bucket cruise Thrust SpecificFuel Consumption (TSFC). TSFC is an industry standard parameter of fuelconsumption per unit of thrust.

Fan Pressure Ratio is the pressure ratio across a blade of the fansection 22 without the use of a Fan Exit Guide Vane system. The low FanPressure Ratio according to one non-limiting embodiment of the examplegas turbine engine 20 is less than 1.45. Low Corrected Fan Tip Speed isthe actual fan tip speed divided by an industry standard temperaturecorrection of (“Tram”/518.7)^(0.5). The Low Corrected Fan Tip Speedaccording to one non-limiting embodiment of the example gas turbineengine 20 is less than about 1150 fps (351 m/s).

With reference to FIG. 2, the combustor section 26 generally includes acombustor 56 with an outer combustor wall assembly 60, an innercombustor wall assembly 62, and a diffuser case module 64. The outercombustor wall assembly 60 and the inner combustor wall assembly 62 arespaced apart such that a combustion chamber 66 is defined therebetween.The combustion chamber 66 is generally annular in shape to surround theengine central longitudinal axis A.

The outer combustor liner assembly 60 is spaced radially inward from anouter diffuser case 64A of the diffuser case module 64 to define anouter annular plenum 76. The inner combustor liner assembly 62 is spacedradially outward from an inner diffuser case 64B of the diffuser casemodule 64 to define an inner annular plenum 78. It should be appreciatedthat although a particular combustor is illustrated, other combustortypes with various combustor liner arrangements will also benefitherefrom. It should be further appreciated that the disclosed coolingflow paths are but an illustrated embodiment and should not be limitedonly thereto.

The combustor wall assemblies 60, 62 contain the combustion products fordirection toward the turbine section 28. Each combustor wall assembly60, 62 generally includes a respective support shell 68, 70 whichsupports one or more liner panels 72, 74 mounted thereto arranged toform a liner array. The support shells 68, 70 may be manufactured by,for example, the hydroforming of a sheet metal alloy to provide thegenerally cylindrical outer shell 68 and inner shell 70. Each of theliner panels 72, 74 may be generally rectilinear with a circumferentialarc. The liner panels 72, 74 may be manufactured of, for example, anickel based super alloy, ceramic or other temperature resistantmaterial. In one disclosed non-limiting embodiment, the liner arrayincludes a multiple of forward liner panels 72A and a multiple of aftliner panels 72B that are circumferentially staggered to line the outershell 68. A multiple of forward liner panels 74A and a multiple of aftliner panels 74B are circumferentially staggered to line the inner shell70.

The combustor 56 further includes a forward assembly 80 immediatelydownstream of the compressor section 24 to receive compressed airflowtherefrom. The forward assembly 80 generally includes a cowl 82, abulkhead assembly 84, and a multiple of swirlers 90 (one shown). Each ofthe swirlers 90 is circumferentially aligned with one of a multiple offuel nozzles 86 (one shown) and the respective hood ports 94 to projectthrough the bulkhead assembly 84.

The bulkhead assembly 84 includes a bulkhead support shell 96 secured tothe combustor walls 60, 62, and a multiple of circumferentiallydistributed bulkhead liner panels 98 secured to the bulkhead supportshell 96 around the swirler opening. The bulkhead support shell 96 isgenerally annular and the multiple of circumferentially distributedbulkhead liner panels 98 are segmented, typically one to each fuelnozzle 86 and swirler 90.

The cowl 82 extends radially between, and is secured to, the forwardmostends of the combustor walls 60, 62. The cowl 82 includes a multiple ofcircumferentially distributed hood ports 94 that receive one of therespective multiple of fuel nozzles 86 and facilitates the direction ofcompressed air into the forward end of the combustion chamber 66 througha swirler opening 92. Each fuel nozzle 86 may be secured to the diffusercase module 64 and project through one of the hood ports 94 and throughthe swirler opening 92 within the respective swirler 90.

The forward assembly 80 introduces core combustion air into the forwardsection of the combustion chamber 66 while the remainder enters theouter annular plenum 76 and the inner annular plenum 78. The multiple offuel nozzles 86 and adjacent structure generate a blended fuel-airmixture that supports stable combustion in the combustion chamber 66.

Opposite the forward assembly 80, the outer and inner support shells 68,70 are mounted to a first row of Nozzle Guide Vanes (NGVs) 54A in theHPT 54. The NGVs 54A are static engine components which direct coreairflow combustion gases onto the turbine blades of the first turbinerotor in the turbine section 28 to facilitate the conversion of pressureenergy into kinetic energy. The core airflow combustion gases are alsoaccelerated by the NGVs 54A because of their convergent shape and aretypically given a “spin” or a “swirl” in the direction of turbine rotorrotation. The turbine rotor blades absorb this energy to drive theturbine rotor at high speed.

With reference to FIG. 3, a multiple of studs 100 extend from each ofthe liner panels 72, 74 so as to permit a liner array (partially shownin FIG. 4) of the liner panels 72, 74 to be mounted to their respectivesupport shells 68, 70 with fasteners 102 such as nuts. That is, thestuds 100 project rigidly from the liner panels 72, 74 to extend throughthe respective support shells 68, 70 and receive the fasteners 102 on athreaded section thereof (FIG. 5).

A multiple of cooling impingement passages 104 penetrate through thesupport shells 68, 70 to allow air from the respective annular plenums76, 78 to enter cavities 106 formed in the combustor walls 60, 62between the respective support shells 68, 70 and liner panels 72, 74.The impingement passages 104 are generally normal to the surface of theliner panels 72, 74. The air in the cavities 106 provides cold sideimpingement cooling of the liner panels 72, 74 that is generally definedherein as heat removal via internal convection.

A multiple of effusion passages 108 penetrate through each of the linerpanels 72, 74. The geometry of the passages, e.g., diameter, shape,density, surface angle, incidence angle, etc., as well as the locationof the passages with respect to the high temperature combustion flowalso contributes to effusion cooling. The effusion passages 108 allowthe air to pass from the cavities 106 defined in part by a cold side 110of the liner panels 72, 74 to a hot side 112 of the liner panels 72, 74and thereby facilitate the formation of a thin, relatively cool, film ofcooling air along the hot side 112.

In one disclosed non-limiting embodiment, each of the multiple ofeffusion passages 108 are typically 0.01-0.05 inches (0.254-1.27 mm) indiameter and define a surface angle of about 15-90 degrees with respectto the cold side 110 of the liner panels 72, 74. The effusion passages108 are generally more numerous than the impingement passages 104 andpromote film cooling along the hot side 112 to sheath the liner panels72, 74 (FIG. 6). Film cooling as defined herein is the introduction of arelatively cooler air at one or more discrete locations along a surfaceexposed to a high temperature environment to protect that surface in theregion of the air injection as well as downstream thereof.

The combination of impingement passages 104 and effusion passages 108may be referred to as an Impingement Film Floatwall (IFF) assembly. Amultiple of dilution passages 116 are located in the liner panels 72, 74each along a common axis D. For example only, the dilution passages 116are located in a circumferential line W (shown partially in FIG. 4).Although the dilution passages 116 are illustrated in the disclosednon-limiting embodiment as within the aft liner panels 72B, 74B, thedilution passages may alternatively be located in the forward linerpanels 72A, 72B or in a single liner panel which replaces the fore/aftliner panel array. Further, the dilution passages 116 althoughillustrated in the disclosed non-limiting embodiment as integrallyformed in the liner panels, it should be appreciated that the dilutionpassages 116 may be separate components. Whether integrally formed orseparate components, the dilution passages 116 may be referred to asgrommets.

With reference to FIG. 4, in one disclosed non-limiting embodiment, eachof the forward liner panels 72A, 72B, and the aft liner panels 74A, 74Bin the liner panel array includes a perimeter rail 120 a, 120 b formedby a forward circumferential rail 122 a, 122 b, an aft circumferentialrail 124 a, 124 b, and axial rails 126Aa 126Ab, 126Ba, 126Bb, thatinterconnect the forward and aft circumferential rail 122 a, 122 b, 124a, 124 b. The perimeter rail 120 seals each liner panel with respect tothe respective support shell 68, 70 to form the impingement cavity 106therebetween. That is, the forward and aft circumferential rail 122 a,122 b, 124 a, 124 b are located at relatively constant curvature shellinterfaces while the axial rails 126Aa 126Ab, 126Ba, 126Bb, extendacross an axial length of the respective support shell 68, 70 tocomplete the perimeter rail 120 a, 120 b that seals the forward linerpanels 72A, 72B, and the aft liner panels 74A, 74B to the respectivesupport shell 68, 70.

A multiple of studs 100 are located adjacent to the respective forwardand aft circumferential rail 122 a, 122 b, 124 a, 124 b. Each of thestuds 100 may be at least partially surrounded by posts 130 to at leastpartially support the fastener 102 and provide a stand-off between eachforward liner panels 72A, 72B, and the aft liner panels 74A, 74B andrespective support shell 68, 70.

The dilution passages 116 are located downstream of the forwardcircumferential rail 122 a, 122 b in the aft liner panels 72B, 74B toquench the hot combustion gases within the combustion chamber 66 bydirect supply of cooling air from the respective annular plenums 76, 78.That is, the dilution passages 116 pass air at the pressure outside thecombustion chamber 66 directly into the combustion chamber 66.

This dilution air is not primarily used for cooling of the metalsurfaces of the combustor shells or panels, but to condition thecombustion products within the combustion chamber 66. In this disclosednon-limiting embodiment, the dilution passages 116 include at least oneset of circumferentially alternating major dilution passages 116A andminor dilution passages 116B (also shown in FIG. 5). That is, in somecircumferentially offset locations, two major dilution passages 116A areseparated by one minor dilution passages 116B. Here, every two majordilution passages 116A are separated by one minor dilution passages 116Bbut may still be considered “circumferentially alternating” as describedherein.

With reference to FIG. 7, either or both of the combustor liner supportshells 68, 70 is formed with a furrow 150 to receive a rail 122 thatextends from a respective liner panel 72, 74. The furrow 150 may beformed at one or a multiple of locations in the combustor liner supportshells 68, 70 to receive, a portion of the perimeter rail 120 a, 120 b,such as the forward and aft circumferential rail 122 a, 122 b, 124 a,124 b at an interface between the forward liner panel 72A and the aftliner panel 74A; a single forward or aft circumferential rail 122 a, 122b, 124 a, 124 b of the forward liner panel 72A or the aft liner panel74A (FIG. 8); and/or an intermediate rail 126 (FIG. 9).

With continued reference to FIG. 7, the furrow 150 includes a displacedsurface 152 generally parallel to a combustor liner support shell innersurface 154 that faces the liner panels 72, 74, a first surface 156 thatextends between the displaced surface 152 and the combustor linersupport shell inner surface 154, and a second surface 158 that extendsbetween the displaced surface 152 and the combustor liner support shellinner surface 154. The combustor liner support shell inner surface 154is the primary surface of the combustor liner support shell 68, 70. Thatis, the majority of the combustor liner support shell 68, 70 forms thecombustor liner support shell inner surface 154 which faces the coldside 110 of the liner panels 72, 74.

In one example, the furrow 150, receives the respective aftcircumferential rail 124 a of the forward liner panel 72A and theforward circumferential rail 122 a of the aft liner panels 74A. Thesurfaces 156, 158, include interfaces 160, 162, 164, 166, between thedisplaced surface 152 and the combustor liner support shell innersurface 154 that may be formed as radiuses, chamfers, or other shapes inresponse to, for example, hydroforming of the combustor liner supportshell 68, 70. The surfaces 156, 158, may include impingement passages104 that direct airflow directly onto the respective forwardcircumferential rail 122 a and the aft circumferential rail 124 a.

The respective forward circumferential rail 122 a and the aftcircumferential rail 124 a that are received into the furrow 150 aregenerally twice the height of the standard rail height which spans thecavities 106. That is, the furrow 150 defines a depth generally equal tothe height of the cavity 106 such that the rails which are received intothe furrow 150 are correspondingly of twice the height. In one example,the respective forward circumferential rail 122 a and the aftcircumferential rail 124 a bottom out on the displaced surface 152 ofthe furrow 150 at assembly, such that an interference fit is achieved atoperational temperatures.

With reference to FIG. 10, in another embodiment, the dilution passage116 is defined by walls 160 that are received into a furrow 150A that,in this embodiment, is circular. That is, the walls 160 are essentiallyrecessed into the combustor liner support shell 68, 70. It should beappreciated that various other liner panel interfaces including, forexample, an igniter hole will also benefit herefrom.

The combustor panel and shell arrangement allows for cooling to increasepanel durability. The interface between the panel and shell alsoprovides an arrangement that enables reduced leakage adjacent to therails. The furrows also serve as dirt and particle separators given thethey create ribs about the exterior of the shell.

The use of the terms “a” and “an” and “the” and similar references inthe context of description (especially in the context of the followingclaims) are to be construed to cover both the singular and the plural,unless otherwise indicated herein or specifically contradicted bycontext. The modifier “about” used in connection with a quantity isinclusive of the stated value and has the meaning dictated by thecontext (e.g., it includes the degree of error associated withmeasurement of the particular quantity). All ranges disclosed herein areinclusive of the endpoints, and the endpoints are independentlycombinable with each other. It should be appreciated that relativepositional terms such as “forward,” “aft,” “upper,” “lower,” “above,”“below,” and the like are with reference to the normal operationalattitude of the vehicle and should not be considered otherwise limiting.

Although the different non-limiting embodiments have specificillustrated components, the embodiments of this invention are notlimited to those particular combinations. It is possible to use some ofthe components or features from any of the non-limiting embodiments incombination with features or components from any of the othernon-limiting embodiments.

It should be appreciated that like reference numerals identifycorresponding or similar elements throughout the several drawings. Itshould also be appreciated that although a particular componentarrangement is disclosed in the illustrated embodiment, otherarrangements will benefit herefrom.

Although particular step sequences are shown, described, and claimed, itshould be understood that steps may be performed in any order, separatedor combined unless otherwise indicated and will still benefit from thepresent disclosure.

The foregoing description is exemplary rather than defined by thelimitations within. Various non-limiting embodiments are disclosedherein, however, one of ordinary skill in the art would recognize thatvarious modifications and variations in light of the above teachingswill fall within the scope of the appended claims. It is therefore to beappreciated that within the scope of the appended claims, the disclosuremay be practiced other than as specifically described. For that reasonthe appended claims should be studied to determine true scope andcontent.

1. A combustor liner support shell comprising: a surface with a furrowformed therein.
 2. The combustor liner support shell as recited in claim1, wherein the furrow receives a first rail of a first liner panel and asecond rail of a second liner panel.
 3. The combustor liner supportshell as recited in claim 2, wherein the first rail and the second railare perimeter rails for the respective first and second liner panel. 4.The combustor liner support shell as recited in claim 2, wherein thefirst rail is an aft rail of the first liner panel and the second railis a forward rail of the second liner panel.
 5. The combustor linersupport shell as recited in claim 1, wherein the furrow includes asurface that is displaced from and parallel to the surface of the linershell, a first surface that joins the displaced surface and the linershell one side of the furrow and a second surface that joins thedisplaced surface and the liner shell on the opposing side of thefurrow.
 6. The combustor liner support shell as recited in claim 5,wherein the first surface and the second surface are angled with respectto the combustor liner shell surface and the displaced surface.
 7. Thecombustor liner support shell as recited in claim 5, wherein at leastone of the first surface and the second surface include a coolingimpingement passage.
 8. The combustor liner support shell as recited inclaim 5, wherein the first surface and the second surface are curvedwith respect to the surface and the displaced surface.
 9. The combustorliner support shell as recited in claim 1, wherein the furrow receives aportion of a combustor panel that extends in the direction of and towardthe combustor liner support shell.
 10. The combustor liner support shellas recited in claim 1, wherein the furrow forms a concave surface thatfaces a liner panel.
 11. A combustor for a gas turbine enginecomprising: a combustor liner support shell with a furrow formedtherein; and a liner panel having a rail, the rail extends into thefurrow.
 12. The combustor as recited in claim 11, wherein the rail is atleast in partial contact with a surface formed by the furrow.
 13. Thecombustor as recited in claim 11, wherein the furrow forms a concavesurface that faces a liner panel.
 14. The combustor as recited in claim11, wherein the furrow includes at least one cooling impingement passagetherethrough, the cooling impingement passage directed toward the rail.15. The combustor as recited in claim 11, further comprising a secondliner panel having a second rail, the second rail extends into thefurrow.
 16. The combustor as recited in claim 15, wherein the secondliner panel is an aft liner panel.
 17. A combustor for a gas turbineengine comprising: a combustor liner support shell with a furrow formedtherein; a forward liner panel mounted to the support shell via amultiple of studs, the forward liner panel including a forward linerpanel rail the extends into the furrow; and an aft liner panel mountedto the support shell via a multiple of studs downstream of the forwardliner panel, the aft liner panel including an aft liner panel rail thatextends into the furrow.
 18. The combustor as recited in claim 17,wherein the furrow includes at least one cooling impingement passagetherethrough, the cooling impingement passage directed toward the rail.19. The combustor as recited in claim 17, wherein the furrow includes adisplaced surface parallel to a combustor liner support shell surfacethat faces the first and second liner panels, a first surface thatextends between the displaced surface and the surface, and a secondsurface that extends between the displaced surface and the surface. 20.The combustor as recited in claim 19, wherein the first surface and thesecond surface are angled with respect to the surface and the displacedsurface.